System of control



W. BROOKS AND L. G. RILEY,-

' -"sysTEM or CONIEBOL.

APR'ucAnoNIH LED Nov. 28. 1919i.

Patentd Aug. 29, 1922.

INVENTORS mam dBmaks &. Lyzm 6.1211 9 ATTORNEY wmqzss s; 14

UNITED STATES PAT ENT OFFICE.

WILLIAM G. BROOKS, O13 CHICAGO, ILLINOIS AND LYNN G. RILEY, OI? WILKINSB'URG, PENNSYLVANIA, ASSIGNORS TO WESTINGHOUSE ELECTRIC & MANUFACTURING COMPANY, A CORPORATION OF PENNSYLVANIA.

"SYSTEM or CONTROL.

Specification of Letters Patent. Patented Aug; 29 1922 Application filed November 28, 1919. Serial No. 341,017.

To all whom it may concern: I

Be it known that we, WILLIAM G. BRooKs, a citizen of the United States, and a resident of Chicago, in the county of Cook and State of Illinois, and LYNN .G. RILEY, a citizen of the United States, and a resident ofVVilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Systems of Control, of which the following is a specification. so i Our invention relates to systems ofvcontrol and ithas special relation to railway control systems for a plurality of tandemconnected vehicles. i I Under heavy-traflic conditions, it is desirable to operate trains, comprising two or more cars to'be controlled by a single motorman stationed at the front end of the train. In case remote-control equipments are available for this purpose, such multiple-unit trains may readily be assembled without requiring the use of any main cables or train lines between cars. iowever, if it is de-, sired to operate, in tandem, two cars employing the familiar, K controllers for direct n'iain-circuit operation, a total of approximately eighteen cables or train lines between vehicles is necessary to provide means for effecting series-parallel control and reversing control from the one or the other of the outer ends of the two vehicles. Evidently, this arrangement is unduly expensive, inconvenient and bulky, and various schemes have been proposed in. the prior art, whereby the number and capacity of the necessary train lines for the purposes set forthhave been reduced to a certain extent.

It is one object of our present invention to provide a control system embodying a still greater reduction in the necessary number of interconnecting cables or train lines, whereby the desired normal functions of seriesparalleland reversing control of the motors upon the two vehicles may be obtained from either'operating platform more ly by the customary operation of the K controller and the accompanying reverser. More specifically stated, it is one object of our invent-ion to provide a control system, installed upon two tandem-connected vehicles, whereby seriesparallel control of the driving motors may be effected by a single train-line conductor.

Another object of our invention is to provide a system of the above-indicated char acter whereinboth series-parallel and reversing control may be attained through the use of three train-line conductors, two of which are of relatively small capacity, carrying only auxiliary-circuit current.

Other objects of our invention will become evident from' the following detailed description taken in conjunction with the accompanying drawing, wherein" Figure 1 is a simplified diagrammatic view of a control system organized in accordance with the present invention; and

Fig. 2 is a complete diagrammatic view of the preferred form of our invention.

Referring to Fig. 1, the system here shown comprises a plurality of vehicles generally represented by the reference characters 1 and 2, the separation ofthe vehicles being denoted by the centrally located vertical dotted line. Upon the vehicle 1, a driving motor having a commutator-type armature A1 and a series field winding F1 is provided, togetherwith a type platform controller 3 which is completely shown in Fig. 2; a plurality of accelerating resistors 41; and 5; a main-circuitreversing switch 6 andan auxiliary switching device 7 comprising a portion of the reversing switch that is customarily associated with KTcontroller drums;

The tandem-connected. vehicle 2 contains similar power and controlling units, namely, a driving motor having a commutator-type armature A2 and a series field winding F2,

a type K platform controller 8, accelerating resistors 9 and 10, main revei'ser 11 and auxiliary. reversing switch 12.

For the sake of clearncss, the reversing switches 6, 11 and 12 are shown in full lines corresponding to forward operation of the left-hand vehicle 1, as indicated by the solid-line arrows; while the dotted connections of the reversing switches correspond to forward operation of the right-hand vehicle 2, as indicated by the dotted-line arrows. 1

The customary supply circuits Trolley and Ground are provided for operating the vehicle, a single trolley connection and a pair of alternatively used ground connections being associated. with each power unit. Energy is drawn through the trolley pole mounted upon the leading vehicle in either case, although the trolley pole on the other vehicle may be left in its upper position of contact with the trolley wire, if desired, since no energy can be delivered thereby to the system by reason of the corresponding, K controller remaining in its oil? position.

Assuming; that it is desircd'to effect for ward operation corresponding to the vehicle 1, as indicated by the solid-line arrows pointing: toward the left, the main reverser G and the auxiliary reversing switch 7 are thrown to the positions; correspending to the solio-l 1e connections, whilethe K controller 3 is actuated to its first operative position to make the connections, indicated. in Fig. 1 by broken lines for the sake of sim plicity, between various controller lingers.

In this initial operative position of the K controller, therefore, a circuit is estal lished from the Trolley through conductor control lingers 1G and 17, which are bridged by a contact segment 18 of the controller. the entire accelerating resistor L, control fingers 19 and 20. which are bridged by contact segment 20c, conductor cooperating contact members of the auxiliary reyerSiDg" switch 7 and of the main reverser 6, field winding F1, other cont ct members of the main reverser 6. armature A1, contact members of the auxiliary reversing); switch 7, conductor 22, the entire accelerating resistor 5. control fingers 23 and 2a. which are bridged by contact segment 25 of the controller 3, and conductor 26 to the rear end of the vehicle 1.

The conductor 26 is joined. tl'nrougrh a suitable jumper cable or train line 27, to a conductor 28 on the vehicle 2, whence circuit is completed through contact members ot the auxiliary reversing switch 12, armature M2, contact members of the main. reverser 11, field winding; F2, other contact me i oers of the reverser 11, contact members of the auxiliary revcrsingswitch l2 and conductor 2?) to Ground.

The two power units, in this instance shown as comprisingsingle driving motors, are thus connected. in series relation with the accelerating"resistors 4-. and 5 on the vehicle 1 across the supply-circuit coi'iductors, to start the vehicles into operation.

It will. be noted that only the resistors iustalled on vehicle 1 are employed in the mo tor connections, and the resistorsfland 10 on the other vehicle are idle; By me the several resistors of sufficient curren. carrying capacity to permit safe operation in connection'with'both sets oi vehicle niotors, that is, of approximately twice the normal capacity for one power unit, it will be appreciated that the necessary interconnections between the resistors on the two vehicles, which would otherwise be necessary to obtain the proper capacity oil grid resistors, are obviated in the present case. In this way, a total of: seven main cables between vehicles are entirely eliminated.

By actuating the controller to its successive operative positions, as will be hilly described inconnection with Fig. 2, the accelerating resistors 4: and 5 are gradually out out of circuit until ifull series relation oi the driving); meters is obtained. it will be understood that '51 rther operation oi? the K controller 3 .cs to effect parallel c t-oration of the driving motors, with the zuzi-eleratin resistors l and 5 initially connected in circuit again, in accordance with a customary practice. Sin'iilarly, series-parallcl control ofthe two sets of motors from the other operating 11 lat'lorm, upon which the controller 8 is installed, may be obtained. his deemed su'lliciei'it, :tor the purposes oi: the present specification, however, to describe, in additionto the series operation in the forward. direction that correptmdi-s to vehicle 1, only the parallel operation in the forward direction corresponding to the vehicle 2, since the remaining two operations will be clear by analogy.

.ilssuming, therefore, that the inc-ton; are connicted in )arallel opel'fi jioll to be controlled from the K con 8, in the first place, the reversingswitches it and 1% will have been thrown to the position indicated by dotted line whereby the vehicle motors will operate in the reverse direction from that orgginially assumed, as indicated by tile dotted-line arrows.

Und r th se conditions, a circuit is established 'l'rora the Trolley through conductor on the vehicle 2, control fingers 1M! and 37, which are bridged by contact segn'ieut 38 of thecontrollcr 8, where the circuit divides, o branch including conductor 1%, co-operating contact members or": the aux. iliary reversing; switch and ot the main rcvcrser 1.1. in their reversed positions, field. winding F2, contact members of: the main revcrser ll, armature A2, contact members of the auxiliary reversing switch 12, conductor 39, the entire acccre ting resistor ihl, conductor l0, control fingers ll and 42, which are bridged by contact segment {l3 oi? the controller 8, and conductor il to Ground.

The other bran h circuit from contact sen} nient 38 includes control liugzer a5, a portion of the acceerating resistor 9. control fingersG and at, which are bridged by con tact segment -18 of the controller 8, conductors 1-9 and 2S, jumper cable or train line 27, conductor 26 on vehicle 1, con act membersof the auxiliary reversi..g switch 7, armature A1, contact members of the main.

reverser 6 in the dotted-line or reverse position, field winding Fl, other contact" members of the main reverser 6, contact members of the auxiliary reversing switch 7 and conductor to Ground.

The two motors are thus connected in parallel relation, the resistors 9 andlO being partially and wholly included, respectively, in circuit With the respective motors across the supply-circuit conductors, to produce balanced operation. It will be understood that, by further manipulation of the K controller 8, the accelerating resistors 9 and 10 may be gradually removed from circuit to effect full parallel connection of the motors. I

It will be evident, from the foregoing description, that series-parallel control of two sets of driving motors located on tandemconnected vehicles may be obtained by 0011- trol apparatus upon the operating platform at each end of the'train through the use of a single jumper cable or train-line conductor. The remaining cables or train lines, that would necessarily be employed if two of the customary prior-art systems should beinterconnected, are eliminated, partially by the use of double-capacity resistors on the re spective vehicles, only one set otresistors being employed at a time, and partially through the use of the auxiliary reversing switches 7 and 12 and the employment of remote control for the main reversers 6 and 11, as subsequently described in detail.

Referring to Fig. 2, the complete operating system shmvn comprises all, of the 'apparatus that is shown in l, together with remote-control or masterrcv fSlTlQj switches and 1240 that are respectively movable witl the switches 7 and 12.

The following description of the complete circuits follows the method employed in connection with Fig, 1,,si-nce, as previously stated, a complete description of all auxiliary reversing )ossible ooerations of the s stem is not considered necessary by reason of the analogy obtaining between certain of such operations.

The K controller 3 is adapted to occupy a plurality of operative positions a to e, inclusive, corresponding to series operation oi. the driving motors, and positions ,7 to 71,, inclusive, corresponding to parallel opera tion thereof.

The resistors land 5 comprise a suitable number of sections, certain of which are connected in parallel'relation, it being understood that, whereas the present arrangement of resistor sections is a preferred form, any otherfcombination may be employed to obtain the desired results, provided the capacity of the resistors is suflicientto handle both sets of drivmgmotors,

The main reverser 6 isoi a familiar electrically -controlled, preferably pneumatically-actuated, type, having the necessary main-circuit contact members for reversing the relative connections of the armature Al and the'ficld winding Fl, together with actuating coils respectively designated as For.-1and' Rev-1 for actuating the reverser to the one or the other of its op- 'erative positions in accordance with the position occupied by the master reversing switch 766. The other main reverser 11 is of F 012-2 and Rev-2.

The controllers 8, l2and 12a are duplicates of controllers 3, 7 and 7a, respectively, and need no further description here, it being simply noted that the K controller 8 is adapted to occupy positions a to h, inclusive, corresponding to positions a to k, inclusive, of the other main controller 3.

Assuming that it is desired to efi'ect series operation of the motors in the forward dithe same form.- embodying actuating coils rection corresponding to vehicle 1, the auxiliary reversing switch 7 and master reversing switch 760 are thrown, by their common actuating handle (not shown), into thefon ward position marked For.

If, at this time, the main reverser v6 happens to occupy its reverse position, a circuit is established from the Trolley, through conductors 55 and 56, control fingers 57 and 58, which are bridged by contact segment 59 of the master reversing switch 7a, conare concurrently actuated to the illustrated positions corresponding to forward operation with respect to the vehicle 1. It will be understood. that, whenever the main reversers 6 and 11 occupythe illustrated positions, actuation thereof to the on posite operative positions may be effected by throwlng the master reversing swvltch 7a to the positon Rev. Similar control of the main'reversers 6 and 11 may be effected through the use of the master reversing switch 120; on vehicle 2. Consequently, both forward and reverse operation of the driving' motors may be obtained from either operating platform of the. train by means of two small-capacity conductors, respectively corresponding to the forward and the reverse actuating coils of the main reversers 6 and 11..v By employing this construction, the seven main-circuitcables that would otherwise be necessary to fiect reversing control It will be ted that, in accordance with 5 precthe, the conductor crosseo with the other sumhairy-circuit or tremline conduc or in. nussn n the one vehicle to the other, hereby correct torwerd and reverse (1;): tic-n may be effected with i(lenticollycpereted muster re 'ersi switcher; upon the two operating); plet'l'orr.

' suming; that the K control e thrown its fil hb operative position (a, a circuit is es ublishcd from the 'illrolley througg h crmrluciors 02 and (53, control. iin. ers l and 17, wl-iich are bridged by contact s .cut 6st ot the controller, conductor 05, the entire uccel resistor l, co luctor 06, conich bridged by center a A ie controller conductor 00, control fingers 69 and T0, which are bridged by contact segment 71 of the i auxiliary reversing switch 7 in its forward position, conductor 72, armature A1, conductor '78, contact segment 7 1 oi the main reverser 6, conductor 75, field winding i l, conductor 76, contact segment 77 ot the mr'n reverser 6, conductor 78, control tin ere l9 and 80, which ere bridged by contzrct segment 80a of the auxiliary reversing switch 7, c nductor 81, the entire accelerat ng resistor 5, conductor 82,, control fingers and which are bridged by contact segz ment 83 of the K controller, conductors 84, 85 and 00, terminal board 87 of the vehicle jumper cable or train line 27 between iclcs, terminnl board 88 of the vehicle conductor 89, junction-point 90, conducto" ill, control lingers and 93, which are ori ed liry contact segment in the normal or off position oi? the ni'ixiliery reversing: switch. 12, conductor 95, armature A2, conductor 00, contact segment 97 of the main rerci l conductor 98, held winding: F2, cc iductor 99, contact segment 100 of the main. rere-rser 11, conductor 101, control lingers 102 and 103, which are brid ed by cont-net sco'nient 10 i oi? the auxiliary reversing; switch 12, and

conductor 105 to Ground. The two sets of -drhring motors are thus connected in series rel ution with the uccelera-tin resistors 1 and 5, as previously explnined in connection with Fig.1. 1. 4

lly iiclillillllllg the K controller throi h its successive operative positions 7) to a, inclusive, control lingers 110 to 1113, inclusive, successively engage the corresponding Contact segments 83 and 67, whereby the accelerating); resistors 4c and Z are gradually removed from circuit, will he understood, to proyide e desirably smooth acceleration of the motors to full-series rcletionj In the fullseries position 6, therefore, control finger 113, which is connected to conductor 62, makes direct connection with control linger 20 through contact segment 67, thus shorteircuiting the accelerating resistor -l-, while control lingers 110 end 2 lure directly connected, through Contact cut 8 1), to short circuit the accelerating resistor 5.

A. i .iiug' now that the motors are to be operated trom the other platform, that the vehicle 2 is to he the lending vehicle and that the motors are connected in initial parallel relation corresponding to position f oi the 7? controller 8, the various circuits may be traced as follows. In the first place, the reversing switches 12 and 12a will have been thrown, by their common operating handle, to the position merited Fora, which, while corresponding to torwurd operation cl the vehicle 2, corresponds 0t course to the reverse direction of operation from that assumed when the vehicle 1 was loading; In other words, the actuating; coils Bond of the meinreyerscr 6 and Bern-2 oi? the main reverscr 11 are, in this case, energized to throw the main reversers to the position marked Rein.

Under the conditions noted, therefore, :i circuit is established from the Trolley through conductors 115 end 116, control tin- ,QQl'S and 37, which are bridged by contact segment- 117 in position f of the K controller 8, whence circuit is continued through conductor 118, control lingers 11$) and 93, which are bridged by content so iuent 120 of the auxiliary reversing switch 11 i" reversed position, conductor 99, held winding F2, conductor 98, contact segm' conductor 123 and contact merit 121 oil? the main reverser 11', conductor 10].. control fingers 102 and 123, which are bridged by coi'itziot segment 126 of the euro Filmy reversing switch 12, conductor 12?, the entire accelerating resistor 10, conductor 128, control lingers ill and 42, which are bridged by contact segment 129 of the K controller 8, and conductor l-il. to Ground.

A brunch circuit is continued from the contact Segment 117 of the i controller through control finger 41:5, conductor 130, a portion ot the accelerating resistor 9, conductor 131, control lingers 416 and 4-7, which are bridged. by contact segment 132 ot the controller 8, conductors 133 and. S9, terminal board 38, jumper cable or train line 27, terminal board 87, conductors 86 and 1 54-, control lingers and 70, which are bridged by contact segment 1236 in the normal or oil position 0']? the auxiliary reversing switch 12. conductor 72, armature Ail, conductor contact segment 137 of the main Inent 142 of the auxiliary reversing switch 7 and conductor 143 to Ground. In this way, the two sets of driving motorsare con-- nected in parallel relation with substantially equal values of resistance inserted in circuit therewith, as previously explained in connection with Fig. 1.

By actuating the controller '8 through its successive positions 9 and 71/, the resistors 9 and 10 are gradually excluded from circuit, as will be understood, to effect acceleration of the motors to full-parallel relation.

In addition to the saving in the number of cables or train lines necessary between the vehicles that is effected by the use of doublecapacity resistors and remotely-controlled reversers, as previously set forth, a further reduction in the number of train lines is effected in our invention bythe use of the auxiliary reversing switches 7 and 12, which are employed in an active position on the leading vehicle and in the normal or off" position on the trailing vehicle, in each case. Consequently, by the various expedients set forth, complete series-parallel and reversing control of a plurality of power units on tandem-connected vehicles from operating platforms at each end of the train may be effected through the use of only one maincircuit conductor and two auxiliary-circuit or small-capacity conductors. Furthermore, no additional switching devices or additional manipulation or thought on the part of the train operator is necessary since, upon leaving one platform, after returning the K controller 3 to its 0E position and stopping the vehicle, he merely removes his reverser handle, which necessitates actuating the reversing switches 7 and 7a to the off position, in accordance with the fa miliar handle interlock that is standard in all K control equipments, and then proceeds to the other operating platform, throws the reversing switches to the forware or the reverse operative position and actuates the K controller proper in the usual way.

While we have illustrated our invention in connection with a single driving motor upon each vehicle, it will be understood that equipments embodying two permanently parallel-connected motors upon each vehicle, as well as other driving-unit arrangements, may utilize the principles of the present invention to advantage. Consequently, we

do not wish to be restricted to the specific 2. A system oftrain-control for two ta.n

dorm-connected vehicles comprising a driving motor oneach vehicle, and means for effecting series-parallel operation and reversal of said motors from'each end of the train, said means embodying a single train-line conductor carrying motor current for efiecting the series-parallel control and two auxiliary circuit train-line conductors for effecting the reversing control.

3. A system of control comprising a plurality of power units, reversing controllers therefor, control means corresponding to the respective units, and means movable with said controllers for connecting the one or the other power unit directly in circuit with the remaining power unit and the corresponding control means. i

4:. A system of control comprising a plurality of power units, reversing controllers therefor, a plurality of accelerating resistors corresponding to the respective units, and means actuated by said controllers for connecting the one or the other power unit directly in circuit with the remaining power unit and the corresponding resistor.

5. A system of train control for a plurality of vehicles comprising a driving motor on each vehicle, reversing controllers therefor, control means corresponding to each motor, a supply-circuit conductor on each vehicle and a conductor between vehicles, and means movable with said controllers for connecting the corresponding motor either directly in circuit between said conductors or in circuit with the corresponding control means.

.6. A system of train control for a plurality of vehicles comprising a driving motor on each vehicle, master reversing controllers therefor, a plurality of accelerating resistors corresponding to the respective motors, a grounded conductor on each vehicle and a conductor between vehicles, and switching means actuated by said controllers for connecting the corresponding motor either directly in circuit between said conductors and with the other motor and resistor or in circuit with the corresponding resistor and the other motor.

7. Asystem of train control for a plurality of vehicles comprising a driving motor on each vehicle, master reversing controllers therefor, a plurality of accelerating resistors grounded conductor on each vehicle and a conductor between vehicles, and switching means actuated by said controllers for connecting the corresponding motor either ,di-

rectly in circuit betweenseid conductorswand With the other motor and resistor when-the correspondingcontroller occupies its off position or in circuit with the corresponding resistor end-the otherinotor when the corresponding controller occupies an operative position.

8. A system of control comprising a plurality of driving motorsyreversing controllers therefor, control means for the:respec tive motors, and switchingmeans for connecting a motor directly in circuit with the one or the other control means in accordance with the occupation of an operative or an inoperative position by the corresponding 15 controller.

In'testimony "WllGlOO'F, we have hereunto subscribed our names this 4th day of October, 1919, and the 24th day of: November 1915), respectively.

WVILLIAM (l. BROOIS. LYNN G. RILEY. 

